last uncovered. In 1888, the Ottoman Government transferred to a syndicate formed by the Deutsche Bank of Berlin a 56-mile railway from Haidar Pasha, a suburb of Constantinople, to Ismid on the Sea of Marmora, and accompanied the transfer with a concession to extend the line some 300 miles due east via Eski-Shehr to Angora. In the acceptance of this transfer and the exploitation of the concession which accompanied it, Germany began to free itself of the Suez Canal.
This concession was utilized by a German group calling itself the Ottoman Anatolia Railway Company, which soon received a further concession for the construction of a 230-mile extension of the Angora line to Caesarea. The new concession contemplated still further concessions through Sivas and Diarbekr to Mosul and thence down the Tigris to Bagdad, a route which would have cut Russia's projected route from Kars to Alexandretta. Russia promptly vetoed it and the Caesarea concession was dropped. A second concession had been received at the same time, however, for a 269-mile line from Eski-Shehr on the Ismid-Angora line to Konia, and Russia's veto now changed the Konia line from a feeder line to the main Bagdad line. The necessary concessions for its extension from Konia through the Taurus Mountains and on to Bagdad and Basra at the head of the Persian Gulf were granted in 1903 to the Imperial Bagdad Ottoman Railway Company, which took over the franchises of the original Ottoman Anatolia Company.
With railways and railway concessions in its possession for a 1,800-mile line from Haidar Pasha to Basra, the Bagdad Railway Company now com-
